Diaphragm control mechanism



Oct. 26, 1937. P. PARKE ET AL 2,096,938

DIAPHRAGM CONTROL MECHANISM 4 Sheets-Sheet 2 Filed Dec. 19, 1935 Oct. 26, 1937. P. PARKE ET AL I 2,096,938

DIAPHRAGM CONTROL MECHANISM Filed Dec. 19, 1955 4 sheets-sheet 5 h 1 'zk J1 I L 35 i M1 1 Z i! 67 \lifu 36 J7 ,l J6 i I l 1 1 6: 71 I, f

J2 73 E 821 73 J2 71 13 J2 Pei-2,7 Pan 6e I 71 lz 7 Harold 19am Oct. 26, 1937. P. PARKE ET L 2,096,938

DIAPHRAGM CONTROL MECHANISM Filed D90. 19, 1955 4 Sheets-Sheet 4 Pater Pan/6x2 jaflojd Wfiollamds ew M6, 1931 2,096,938

UNITED STATES PATENT. OFFICE DIAPHRAGM CONTROL MECHANISM Peter Parke, Chicago, and Harold W. Hollands, River Forest, 11]., assignors to The Pullirlifin i(slompany, Chicago. 11]., a corporation of Application December 19, 1935, Serial No. 55,166

11 Claims. (01. 10522) The invention relates to means for supporting and illustrating the parts in their assembled opvestibule diaphragms and face plates of vehicles erative relation; whereby movement of the diaphragms is positively Fi 10 is a central longitudinal sectional view controlled and undesirable shifting of the diataken on line Ill-l0 of Fig. 1 and illustrates the 5 phragm and associated parts prevented either method of supporting and cushioning the coupler 5 vertically or laterally, to prevent the transmission of noise from this The principal object of the invention is to source;

support and positively control the diaphragm as- Fig. 11 is a cross section through a buffer side semblies on railway cars so as to prevent lost Stem taken on line ll-ll of Fig. 4 S ow the motion and noise during train movement. lateral shimming of the stem in end elevation; 10

Another and important object of the invention Fig. 12 is a perspective view of a side liner and is the prevention of wear on the supporting strucjus g Shim r the buffer Side Stems; ture and on certain of the working parts of the Fi 13 is a side elevationale a a lway diaphragm assembly. car equipped with a modified form of the in- Another object of the invention is the prevene ion; 5

tlon of lateral movement of the diaphragm as- 14 is a perspective w Similar to Fig. sembly. of the modified form of stay rod assembly illus- Th i ti h for it further object the trating the parts in their disassembled relation; provision o1 an improved type of upper bufl g. Fig. 15 is an enlarged elevational view of a spring in which rubbing friction is avoided and the Portion of One Of the modified S y od e d 60 20 spring ends cushioned to allow for relative motion. ct ns ow the Parts in their p at ve Tele- A still further object of the invention is the tion; and

provision of an improved cushioned coupler snp- 161$ 3 Similar View illustrating the p rts in porting arrangement. section.

The foregoing and other objects are attained r in r ly. in the regular p i n f ilw y 25 by the mechanism illustrated in the accompanycars, undue clearance, as the result of wear. ing drawings in which-- velops between the upper and lower guiding sur- Fig. 1 is a front elevati nal i w f di faces of the buffer side stem pockets, and although phragm fitted with the control mechanism of the the i p r m and face plate y be s pp r e invention as applied to a railway car; y some form of spring p n i n, ioltin of th 30 Fig, 2 i a sid el tion l i th f; car or friction between the face plates of asso- Fig, 3 is a sectional vie tak n 1i 3 3 f ciated cars in a train may cause the side stems Fig. 1 illustratingin plan the diaphragm and upto 81am down in their guiding p ts i per buffing spring arrangement and the supportthe buffer end sill casting or to slap sidewise ing mechanism; therein as a result of lateral thrusts and create 35 Fig. 4 is a plan view in section taken on line noise disturbing t0 p s s in the cars and ofFig. 1 showing the platform arrangement especially Objectionable in Sleeping Car ervice. having portions broken away better to illustrate The Present invention contemplates the P O- the method of shimming the buffer side stems to Vision Of members which. though p e y Con- 40 prevent lateral movement of the diaphragm at its trolling mevement 0f the diaphragm se b y. 40 base; shall permit the in-and-out movement necessary mg 5 is a View Similar to Fig. 3 Showing the to diaphragms of connected cars in a train todiaphmgm parts in the position assumed during gether with means for preventing lateral shifting passage of the car about a curve of Short radius; of the buffer face plate and associated parts at the Fig. 6 is an enlarged fragmentary plan view of base of the assembly In the drawings, It represents a railway car an end portion of the upper buffing spring partly in section taken on the line of Fig- 7; having a diaphragm assembly ll including the face late 12 and bellows-fold dia hra m l3 of 7 is vertlcal Sectional new of the Spring any uitable construction. and foi ming with a end arrangement taken on the line of mg 6; similar diaphragm on an adjacent car a contin- 50 8 is a perspective View of of the Stay uous, enclosed passage between carsin a train. rod assemblies showing the parts in their disas- A g angle |4 connects th lower extremities sembled relation; of the face plate and is provided with a foot plate Fig. 9 is an enlarged fragmentary sectional view l6 fixed thereto and completing the passageway .-'-5 through a stay rod taken on line 8-9 of Fig. 1 between cars. As best shown inFlg. 4, buffer side 5 stems l1 and I3 are pivoted to the bufier angle at I! and extend rearwardly thru openings 29 and so in the buifer end sill Is and penetrate backstops 2i and 22 secured to the center sills 26 and are prevented from withdrawing therefrom by nuts 3| and 32. The backstops 2| and 22 provide rear abutments for the springs 23 and 24 which encircle the respective side stems l1 and I3 and have operative thrust engagement therewith by means of shoulders 21 providing limiting stops for washers 23 to force the face plate l2 always outwardly against the similar action of a face plate of an adjoining car. I

The side stems are free to reciprocate longitudinally through the openings 29 and 33 in the end sill under action of associated cars in a train but are limited in their lateral movement and, therefore, the face plate also, by side liners 33 adjustably mounted in the side stem openings 29 and 39. The liners have laterally extending flanges 34 engaging the rear face of the buifer end sill ii at one side of the respective openings 29 and 39 through the medium of which they are removably secured to the end sill by bolts 36 extending entirely through the sill. To facilitate proper adjustment of the side liners with respect to the side stems, shims 31 are provided, as desired, between the outside sill walls of the openings 29 and 36 and the liners 33 and are secured to the end sill in a manner similar to that in which the liners are secured. The shims areflanged laterally at the front face of the end sill as at 33 and are secured by nuts 39 taking the bolts 36. After the nuts 39 are drawn up tight, the flanges 33 are bent at right angles to themselves closely adjacent the nuts, as indicated at 4|, thereby to act as a lock to prevent reverse rotation of the nuts and insure the permanency of the assembly. As best shown in Figs. 4 and 11,

the holes 35 in the front and rear faces of the end sill l5 are elongated laterally to permit ready shifting of the bolts 36 as additional shims 31 are added or removed for the adjustment of liners 33.

The side liners 33 are mounted in opposing relation only upon one side of each of the side stems I! and I6 and, as the outer ends of the stems are rigidly connected by the buffer angle l4 acting as a strut therebetween, they will serve effectively to prevent lateral motion of the side stems and of the diaphragm and positively to guide the assembly in normal operation to prevent excessive lost motion.

Stay rods are provided upon opposite sides of the diaphragm assembly and are secured at their lower ends to the lowermost extremities of the face plate l2 and at their upper ends to the end wall 44 of the car. These rods normally support the diaphragm and resist any tendency thereof to move vertically in either direction or to cant laterally and cause the face plate and associated parts at all times to move in a fixed path determined by the relatively slight are described by the, rods 65 about their supporting brackets 66.

. The supporting brackets 66 are secured to the end wall of the car preferably at the position of end posts 61 and fixed thereto by bolts 63, and, if desired, they may be welded to the end sheet 44 as at 69. The lower brackets are secured to the face plate l2 and bufier angle i4 by rivets I2. Both brackets and II comprise attaching portions 13 and supporting flanges 14 which are perforated at 16 for the accommodation of rods 65.

The stay rodscomprise tubular columns 65 having end closure members II inserted therein and secured by rivets 13. The closure members provide opposed upper andlower shoulders I3 and 3|, respectively, each having an oppositely extending, threaded shank portion 32 adapted for insertion through the perforations 16 in the brackets 66 and "Ii. A rigid metal washer 33 is positioned about each of the shanks 32 in engagement with the respective shoulders 19 and II. and

flexible washers 34, of rubber or the like, are interposedbetween the metal washers and the respective flanges 14 of the supporting brackets 66 and lower attaching brackets ll. Similar rubber washers are disposed upon the opposite side of each of the flanges l4 and additional rigid washers 33 placed thereon in position to be engaged by the clamping cap nuts 31 whereby the stay rods 65 are flexibly connected, top and bottom. to the end wall of the car and the diaphragm face plates respectively and adapted to resist upward thrusts of the diaphragm as well as to act as a support therefor. The cap nuts 31 are secured in place by locking pins 35.

The flexible washers 84 are each provided with surface-plates 38 and 39 and divider plate 93 for reinforcement and to reduce the amount of vertical movement of which the individual units are capable. The units 34 are also provided with annular rubber flanges 86 which, when placed in opposing relation in their assembled position surrounding the shanks 32, enter the openings 16 in the brackets 66 and H and entirely insulate the shanks 82 from metallic contact with the respective brackets, whereby friction between the parts, with its resultant wear and noise, is eliminated and ready pivoting of the rods about the brackets assured. The annular flange 86 of each washer is reinforced by a. concentric inner flange 9| forming an intergral part of surface plate 39. The supporting rod assemblies are installed with the flexible units 34 under a substantial initial compression applied by the cap nuts 31, and all inward and outward movement of the diaphragm assembly will necessarily have to be accommodated by the flexing of units 64 about the flanges 14 of the attaching brackets 66 and H. In actual practice, the cap nuts 61 are drawn up just short of the maximum compressibility of the flexible units 34 so that insofar as vertical movement is concerned there is practically no variation in the. distance between attaching brackets 66 and ll whereby the diaphragm face plate will be guided in a substantially flxed orbit about the upper brackets 66 as a center, the brackets 66 and ii acting as pivot points in the operation of the stay rods 65.

As best shown in Fig. 11, the buffer side stems l8 are supported by the stay rods clear of the bottom wall of the side stem openings 33 in the end sill l5 so that the stems will contact only the thereby prevented and, with the side stem liners at the bottom, is guided in a definite movement without lost motion in either direction.

In Figs. 13 to 16, inclusive, is illustrated a modified form of the stay rod arrangement in 4 which ball and socket universal joints are utiliaed to accomplish the purpose of flexible washera 84 above deacribe In this arrangement the rods I" have end closure members I" providing shoulders I19 and III and oppositely extending shanks I82 as before. The supporting brackets I18 are provided with ball joints I'll, perforated at I15 to receive the shank members I82, and are secured to the end wall 54 of the car and to the face plate I2 at the top and bottom respectively.

In the application of the arrangement to a car, as shown in Fig. 13, socket members I", in the form of concave washers, are placed about the shank portions I82 in engagement with the respectively upper and lower shoulders I I9 and I8I in oppositely disposed relation and in position to engage the ball joints ill of the brackets I" as the shank portions I82 enter the perforations I". Additional socket members I84 are placed about the shank portions I82 upon opposite sides of the ball joints I14 and the entire assembly secured by cap nuts I81.

The perforations I10 in the ball joints I'll, taking the shank portions I82 of the strut members I85, are oppositely tapered, as best shown in Fig, 16, with the smallest diameter at, the center of the ball joints so that, in operationj the strut members are permitted a universal movement.

It will be seen that the weight of the dia phragm is supported on the top and bottom socket members I84 last applied, through cap nuts I81, placing the rods I85 in tension, but upward thrusts of the face plate are resisted by the socket members first applied and place the struts in compression so that vertical movement of the diaphragm in either direction is resisted at each side thereof and the tendency to rock laterally thereby eliminated and complete control of the diaphragm positively assured.

At the upper end of the diaphragm assembly,

inward movement of the diaphragm face plate I2 is resisted by a full elliptic upper bufler spring 42. The spring 42 is composed of two semielliptic springs 46 and 41, one of which is secured to the face plate I2 by means of a bolt 49 having a countersunk head, and the other secured to the end wall 44 of the car through the medium of bolts 45. At their adjoining ends, the semielliptic springs are held in non-metallic engagement by resilient units 48 designed to take the place of, the usual shackle members and which prevent frictional contact between the two springs, as best shown in Figs. 3, 5, 6 and 7. The

units 48 are removable and comprise each a flanged bearing plate 49 bent in the form of a general U-conflguration having side walls and 52 extended in parallel relation and a metal receptacle 59 in juxtaposed complemental relation to the plate 49 and formed of a plate 55 bent to provide walls 55 and 55 disposed substantially parallel to the walls'5l and 52 of the bearing member-and having end closure plates 51 welded thereto to form a pocket 58 for the reception of the spring ends of unit 46. Disposed between the members 49 and 55 and overlapping their respective ends as at 59 and Iii, there is inserted a cushion of live rubber 60 vulcanized to the surfaces of the two opposing plate members. The units thus developed provide composite members affording metallic bearing surfaces for wear and intermediate non-metallic vibration absorbing cushions for uniting the wear parw.

The unit 48 is generally cylindrical in form and the main leaf of spring unit 40, at its ends, is made straight and inserted in 'pocket 58,

while the main leaf of spring 41 is bent and adapted to engage about the semi-cylindrical portion of bearing plate 49 between the edge flanges I2 and 52 whereby the unit is interlocked with the spring ends and held from displacement. As the springs are compressed, the spring member 58 remains flxed in respect to the unit 48 due to its insertion in pocket 58, but the curved end of member 41 slides relatively to the unit about its semi-cylindrical portion until the portion 64 thereof, tangential to the curve of the unit, engages the outside surface of side wall 5|. Shocks, relative vertical action of the two springs and any twisting or canting action thereof will be absorbed noiselessly by the cushion 50.

In order to insure further noise prevention and asIbest shown in Figs. 1 and of the drawings, the car coupler 95 is supported upon a sounddeadening, resilient cushion 90 which prevents metal-to-metal contact between the coupler and buffer end sill I5 and is seated upon the coupler saddle 9I slidably mounted upon the coupler carrier 98 secured to said sill. Securely to hold the cushion 95 in position upon the saddle 91 and to protect it fromabrasion, it is covered by a metal wear plate 99 flanged downwardly over the front and rear faces of the saddle at WI and I02 respectively. An additional resilient cushion I00 of greater width than that beneath the coupler to allow for the different relative positions of the coupler with respect thereto is placed immediately above the coupler thereby to restrict excess movement of the coupler and prevent the transmission of noise to the car body.

The cushion I00 is of rubber vulcanized to a backing, plate I08 and is secured to the end sill casting I5 by bolts IN, the nuts I03 of which are locked in position and prevented from reverse rotation by locking washers I04 bent at I05 to engage one face of the nuts. The cushion 96 is also of rubber vulcanized to a backing plate 94 but is merely seated upon the saddle 91 between the upstanding flanges 92 and 93 and held in position by the cover plate 99 engaging the front and rear faces of the coupler saddle. By the use of these cushions, the coupler is noiselessly and resiliently supported upon the carrier and undue lost motion thereof yieldably resisted.

From the foregoing, it will be noted that there has been provided a diaphragm supporting mechanism in which has been eliminated all vertical and lateral movement between the points of attachment on the body of the car and at the face plate, so that such movement between the diaphragms of adjacent cars takes place only between contacting surfaces of the respective face plates. Thus arranged, the mechanism prevents lost motion in the respective assemblies and eliminates, at its source, the greatest amount of noise on a railway car and in which the wear on the working parts has been reduced to a minimum and the operation of the diaphragm and associated parts generally improved.

The suspension of the bufier stems to clear the bottom and top sides of their respective openings 29 and 30 in the bufier sill I5 and the separation of the shank of coupler 95 from contact with buffer sill parts by cushions 96 and I00 respectively beneath and over the coupler, provide complete insulation for the buffer end sill assembly from the noise producing sources incident to operation of stem-supported diaphragms and direct-supported couplers having metal-to-metal what is claimed is:- 1. A railway car vestibule diaphragm construction comprising a face plate and mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate means connecting said brackets allowing in-andout and angular movement of the face plate with respect to the car body and adapted to prevent vertical displacement of the face plate with-respect to the car body, said means including a rigid element between the brackets and including devices at the ends of the rigid element, said devices pivotally securing said brackets in said means and maintaining surfaces of said brackets in engagement with surfaces of said means.

2. A railway car vestibule diaphragm constriuction including a face plate, .mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means connecting said brackets allowing in-and-out and angular movement of the face plate with respect to the car body and adapted to preventvertical displacement of the face plate with respect to the car body, said means including a rigid element between the brackets and including devices at the ends of the rigid element, said devices pivotally connecting said brackets and element and maintaining surfaces of said brackets in engagement with surfaces of said means, and means for preventing lateral displacement of the face plate.

3. A railway car vestibule diaphragm construction comprising a face plate and mechanism connecting the face plate to the car body comprising spaced brackets on the car body and face plate and means connecting said brackets allowing in-and-out and angular movement of the face plate with respect to the car body and adapted to prevent vertical displacement of the face plate with respect to the car body, said means including a rigid element between the brackets and clamping devices at the ends of the rigid element including non-metallic members pivotally securing said brackets in engagement with said rigid element.

4. A railway car vestibule diaphragm construction comprising a face plate and mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means connecting said brackets including a rigid element between the brackets, non-metallic members interposed between the brackets and the ends of the rigid element, and means compressing said non-metallic members whereby'the connection between the brackets and the rigid element flexes sufficiently to allow inand-out and angular movement of the face plate with respect to the car body and prevent relative vertical displacement. 5. A railway car vestibule diaphragm construction comprising a face plate and mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means connecting said brackets including a rigid element between the brackets and a connection for the rigid element and brackets comprising a non-metallic resilient bushing compressed between each bracket and the rigid element, said bushings flexing sufflciently to allow in-and-out and angular movement .of the face plate with respect to the car body and prevent relative vertical displacement.-

6. A railway car vestibule diaphragm construction comprising a face plate and mechanism connecting the face plate to the car body comprising vertically spaced brackets von the car body and face plate and means connecting said brackets including a rigid element between the brackets and a connection for the brackets and rigid element comprising reduced end portions of said element entering relatively large holes in the brackets and resilient, non-metallic bushings in said holes surrounding said reduced end portions, said bushings flexing sumciently to allow in-andout and angular movement of the face plate with respect to ,the car body and prevent relative vertical displacement.

7. A railway car vestibule diaphragm construction comprising a face plate and mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means connecting said brackets including a rigid element between the brackets and a connection for the brackets and rigid element comprising reduced end portions of said element entering relatively large holes in the brackets and having threaded terminals, non-metallic bushings in said holes surrounding said reduced end portions, and a nut taking each threaded terminal to compress said bushings whereby said bushings flex sufliciently to allow in-and-out and angular movement of the face plate with respect to the car body and prevent relative vertical displacement.

8. A railway car vestibule diaphragm construction comprising a face plate and mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means connecting said brackets allowing in-and-out and angular movement of the face plate with respect to the car body and adapted to prevent vertical displacement of the face plate with respect to the car body, said means including a ball formed on each bracket and a rigid element having at each end a pair of sockets pivotally clamping one of said balls.

9. A railway car vestibule diaphragm construction comprising a face plate and mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means connecting said brackets allowing in-and-out and angular movement of the face plate with respect to the car body and adapted to prevent vertical displacement of the face plate with respect to the car body, said means including a rigid element having reduced end portions, an apertured ball formed on each bracket and penetrated by one of said reduced end portions, and socket members associated with the rigid element and clamping said balls, whereby the brackets are pivotally clamped to the rigid tion comprising a face plate and mechanism c'onnecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means connecting said brackets allowing in-and-out and angular movement of the face plate with'respect to the car body and adapted to prevent vertical displacement of the face plate with respect to the car body, said means including a rigid element having reduced end portions, threaded at their terminals, an apertured ball formed on each bracket and penetrated by one of said reduced end portions, an inner socket member associated with the rigidv element and receiving each of said balls, and an outer socket member taking each threaded terminal and pivotally clamping said balls to said rigidelement. e

11. In a railway car vestibule diaphragm construction comprising a face plate, mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means including a rigid element connecting said brackets allowing in-and-out and angular movement of the face plate with respect to the car body and adapted to prevent vertical displacement of the face plate with respect to the 10 car body, and a connection for each end of the Patent No: 2,096, 958.

CERTIFICATE OF CORRECTION.

October 26, 1957 PETER PARKE, ET AL;

v Itis hereby certified that error appears in the printed specification of the above numbered patent requiring correction as followsi Page 1 first column, line 6, claim 1, before the word "means" insert and; and that the said Letters Patent should be read with this correction therein that the same may conform to the recordof the case in the Patent Office.

"Signed and sealed this 7th day or December, A. n. 1957.

(Seal) Henry .Van Arsdale, Acting Commissioner of Patents.

11. In a railway car vestibule diaphragm construction comprising a face plate, mechanism connecting the face plate to the car body comprising vertically spaced brackets on the car body and face plate and means including a rigid element connecting said brackets allowing in-and-out and angular movement of the face plate with respect to the car body and adapted to prevent vertical displacement of the face plate with respect to the 10 car body, and a connection for each end of the Patent No: 2,096, 958.

CERTIFICATE OF CORRECTION.

October 26, 1957 PETER PARKE, ET AL;

v Itis hereby certified that error appears in the printed specification of the above numbered patent requiring correction as followsi Page 1 first column, line 6, claim 1, before the word "means" insert and; and that the said Letters Patent should be read with this correction therein that the same may conform to the recordof the case in the Patent Office.

"Signed and sealed this 7th day or December, A. n. 1957.

(Seal) Henry .Van Arsdale, Acting Commissioner of Patents. 

